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TWO:Driven to desperation, Burgoyne now contemplated crossing the river in the very face of the enemy, and fighting his way through, and for this purpose he sent a party up the river to reconnoitre a suitable spot. Once over, he had little doubt of making his way to Fort Edward, and thence to the Canadian lakes. At this moment Gates was informed that Burgoyne had effected his passage, and that he had left only the rear-guard in the camp. He was in full march upon the camp, in the belief that he could seize it with ease, and part of his forces had actually crossed the fords of Fishkill, near which Burgoyne was strongly posted, when a spy or a deserter informed him of his mistake. Had it not been for this circumstance he must have suffered a surprise and a certain defeat, and the fortunes of Burgoyne would probably have been different. He was now on the alert to receive the Americans, and when, to his mortification, he saw them at a signal again retreating, he poured a murderous fire into them, and pursued them in confusion across the creek. This was his last chance. No news reached him from Clinton; but he ascertained that the Americans had already, in strong force, blocked up his way to Fort Edward. This was decisive. On the 13th he called together a council of war, at which every captain was invited to attend, and the unanimous result of the deliberations was that they must capitulate. Accordingly, an officer was sent with a note to the American headquarters that evening, to propose an interview between General Burgoyne and General Gates. The American General agreed to the meeting at ten o'clock the next morning. There Burgoyne stated that he was aware of the superiority of Gates's numbers, and, to spare the useless effusion of blood, he proposed a cessation of arms, to give time for a treaty to that effect.
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TWO:The next step in the increase of means of traffic was the construction of canals. The rivers had previously been rendered more navigable by removing obstructions, deepening channels, and making good towing-paths along their banks; but now it was projected to make artificial rivers. In this scheme, Richard Brindley, under the patronage of the Duke of Bridgewater, was the great engineer; and his intrepid genius dictated to him to carry these canals over hills by locks, over rivers by aqueducts, and through the heart of hills by tunnels. These enterprises at that moment appeared, to the ordinary run of civil engineers, as rash experiments, which were sure to prove abortive. As all new ideas are, these ideas, now so commonplace, were ridiculed by the wise ones as little short of madness. Mr. Brindley's first great work was the formation of the Duke of Bridgewater's canal, from Worsley to Manchester. In this he at once proved all his plans of locks, tunnels, and aqueducts. He conducted his canal by an aqueduct over the river Irwell, at an elevation of thirty-nine feet; and those learned engineers who had laughed at the scheme as "a castle in the air," might now see boats passing over the river at that height with the greatest ease, while other boats were being drawn up the Irwell against the stream and under the aqueduct with five times the labour. At Worsley the canal was conducted into the very heart of the coal-mine by a tunnel, with branches, which conducted the boats up to the different parts of the[191] mine, so that the coal could be loaded on the spot where it was dug. The immediate effect of this canal was to reduce coals in Manchester to half the former price; and the canal being extended so as to connect it with the Mersey, at Runcorn, it reduced the freight of goods from Manchester to Liverpool to the same extent, from twelve shillings to six shillings per ton, the land carriage having been forty shillings. Brindley was next engaged to execute the Grand Trunk Canal, which united the Trent and Mersey, carrying it through Birmingham, Chesterfield, and to Nottingham. This was commenced in 1766, and exhibited further examples of his undaunted skill, and, as he had been laughed at by the pedants of the profession, he now in his turn laughed at their puny mediocrity. One of his tunnels, at Harecastle Hill, in Staffordshire, was two thousand eight hundred and eighty yards long, twelve feet wide, nine high, and in some parts seventy yards below the surface of the ground. This tunnel, after half a century's use, was found too confined for the traffic, and a new one, much wider, was made by Telford. By this time the art of tunnelling had made great progress, and whilst Brindley required eleven years to complete his tunnel, Telford made his much larger one in three. Many causes intervened to check for a time the progress of canals, so that from 1760 to 1774 only nineteen Acts were passed for them; but in the two years of 1793 and 1794 no fewer than thirty-six new Bills were introduced to Parliament, with others for extending and amending rivers, making altogether forty-seven Acts, the expenditure on the canals of these two years' projection amounting to five million three hundred thousand pounds. The work now went on rapidly, and investments in canal shares exhibited at that day, in miniature, the great fever of railway speculation at a later period. Lines of canals were made to connect the Thames, the Tweed, the Severn, and the Mersey; so that the great ports of London, Liverpool, Hull, and Bristol were connected by them, and put into communication with nearly all the great inland manufacturing towns. In 1779 a ship-canal was completed from the Forth to the Clydea work proposed as early as the reign of Charles II. This canal, thirty-five miles in length, had thirty-nine locks, which carried the canal to a height of one hundred and fifty-six feet above the sea, and it crossed the river Kelvin by an aqueduct eighty-three feet from the bed of the river to the top of the masonry. A few years later a much larger ship-canal united Gloucester to the Severn, and wonderfully increased the trade and growth of that city.As the 1st of November approached, the day on which the Stamp Act was to take effect, the excitement became intense. Furious crowds assembled in the ports to prevent the landing of the stamped paper from the ships which brought it. The appointed distributors were compelled to resign their posts. At New York the stamped paper was landed, but such was the commotion that it had to be put into the custody of the city magistrates, and be kept under guard in the city hall. It was utterly impossible to put the paper into use, and, after some interruption, business and the courts of law were allowed to proceed without it, on the plea that the stamps could not be obtained.
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TWO:The progress that the electors had made in liberality of sentiment was evinced especially by two of the elections. Mr. Hume, the Radical reformer, the cold, calculating economist, the honest, plain-speaking man of the people, was returned for the county of Middlesex without opposition; and Mr. Brougham, a barrister, who owed nothing to family connectionswho, by the steadiness of his industry, the force of his character, the extent of his learning, and the splendour of his eloquence, devoted perseveringly for years to the popular cause, had won for himself, at the same time, the highest place in his profession, and the foremost position in the senatewas returned for Yorkshire. These counties had hitherto been the preserves of the great[319] landed proprietors. Lord Fitzwilliam, though the personal friend of Mr. Brougham, did not like this intrusion of a foreigner into that great county. Indeed, it had been sufficiently guarded against all but very wealthy men by the enormous expense of a contest. In 1826, when a contest was only threatened, and the election ended with a nomination, Mr. John Marshall's expenses amounted to 17,000; and, on a previous occasion, it was rumoured that Lord Milton had spent 70,000 in a contest. No wonder Brougham was a friend of Parliamentary Reform.
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